An MPO is designated by agreement between the governor and local governments representing 75% of the affected metropolitan population. This agreement outlines the membership of its policy-making body, standing committees, and the geographic area served by the MPO.

The voting membership of the MPO's policy body is outlined in federal regulations. Membership must include representation by local elected officials, officials of agencies that administer or operate major modes or systems of transportation, and appropriate state officials.

At a minimum, the MPO's planning area must cover the urbanized and contiguous geographic areas likely to become urbanized within the next 20 years.

Areas designated as a non-attainment (not meeting the Environmental Protection Agency standard for certain pollutants) under the Clean Air Act, must be included in the MPO boundary, unless there is an agreement between the MPO and Governor.

The MPO boundary should foster effective planning, enhance connections between transportation modes, improve access to the region's transportation systems, and promote effective use of transportation funds.

The FAST ACT outlines the metropolitan planning process which the MPO must follow. This process includes the development of a long-range metropolitan transportation plan (MTP), a transportation improvement program (TIP), and an annual unified planning work program (UPWP). All of these products must be developed with the consideration of four performance measures specified in The FAST ACT. These factors emphasize maximizing the use of existing transportation systems, promoting inter-modal passenger and freight transportation, conserving natural resources, coordinating land-use and transportation planning, and promoting economic growth.

The Federal Government requires that areas with populations greater than 50,000 establish an MPO. In 1970, the Bryan/College Station urbanized area exceeded the requirement and transportation plans and programs for the region began to be developed using the metropolitan planning process.

In accordance with federal regulation, the members of the MPO who sign the MPO agreements are: Brazos County, the cities of Bryan and College Station, Texas A&M University, and the Texas Department of Transportation.

There were numerous factors that went into the development of the concept. The biggest issue was that our population is expected to more than double by 2050. We cannot move all of the new traffic generated by this population growth on our existing network. The new Interstate 14 (I-14) is to be routed through Bryan/College Station. To allow for safe and efficient movement of travelers on I-14, the outer loop was created. Freeport, Texas is making a push to become the primary deepwater port in Houston. If successful, State Highway 36 A will be developed and connect Freeport to State Highway 6 near Hempstead. How do we address all the additional freight traffic moving through our area. Finally, the potential exists for a high speed rail station nearby and the expected traffic traveling from that Station to Bryan and College Station would be significant.

With the area population expected to double by 2050 it is important that we identify where new or expanded roads will be located. By adopting the map, the local governments in Brazos County can ask for land developers to dedicate the right-of way for the new or expanded roadways. This saves taxpayer dollars that can be used on other priorities.

Yes. The MPO received over 2000 written comments and almost as many verbal comments. The committee tasked with developing the concept met after each one of the 10 public meetings to discuss how the concept should be modified to address these public comments. A large number of changes were made to address these concerns.

The committee did, whenever possible, move proposed roadways to agricultural operation property boundaries, especially for the outer loop freeway and the inner loop super arterial. However, that was not possible in all cases. In essence, the proposed roadways shown as major or minor arterials aren't likely to be necessary unless the agricultural operation land was sold to a developer and the land use changes to residential and/or commercial uses. In that case, the proposed roadway would be necessary and the land developer would be required to dedicate a portion of the right-of-way. So the proposed roadway is an "insurance policy" for local jurisdictions to request right-of-way when the land use changes.